Railway-traffic-controlling apparatus



Jan. 31, 1928.

B. R. PADMORE RAILWAY TRAFFIC CONTROLLING APPARATUS B. R. PADMORE RAILWAY TRAFFIC CONTROLLING APPARATUS Jan. 31, 1923.A

N @N mwN Q N AQ; ATTORNEY Filed July 23. 1925 Jan. 31, 1923. 1,657,583

B. R. PADMORE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed July 23, 1925 S A11-'Q ATTORNEY Jan. 31, 1928.

B. R. PADMRE RAILWAY TRAFFIC CONTROLLING APPARATUS .N NGN GNN mwN NQ u @u Filed July 25, 1925 ATTORNEY B. R. PADMORE RAILWAY TRAFFIC CONTROLLING APPARATUS Jan. 31, 1928.

6 Sh cs-Sheet 5 N K5'. )gua/MM, BY cazz-Wf- ,5k/Qa ATTORNEY NNN .Filed July 23, 1925 Jan. 31, 1928.

B. R. PADMORE 4 RAILWAY TRAFFIC CONTROLLING APPARATUS Filed July 23, 1925 6 Sheets-Sheet 6 INVENTOR Qa-"W #Je ATTORNEY Patented Jan. 31, 1928.

UNITED STATES BERTRAM R. PADMORE, OF ROSLYN, PENNSYLVANA, `ASSIGN`0R TO THE 'UIVIILTV PATENT OFFICE.

SWITCH SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A 'CORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIG-CONTROLLING APPARATUS.

Application filed July 23, 1925.

My invention relates to railway t aihc controlling` apparat-us, and particularly to automatic interlocking apparatus for controlling traflic over conflicting routes.

Heretof in niterlocltiug,v practice it has heencustoniary to provide a plurality ot inachine levers each controllingA a sel irate trai'llc ,governingl unit such as a signal or a switch in a railway yard. Such niachines are customarily located at a point reinote troni the units which they control, and each ot the several levers being operated separately, and hy hand; and lockingY between le boing provided to prevent operation oit levers which would set np conilicting rout-es.

@ne object ot "1y invention is the provi sion, in machines ci: the type described, of `a niaster lever fr; through the r trolled by each c ay yard, and means conhere niaeter levers for automatically operati the proper inachine levers to set up the required route.

l will describe one 'torni and arrangement ot apparatus eniiiodying niy invention, and will then point ont the novel feature; thereof in claiins.

Referring1 to the accompanying drawings, Figs. l, 2, 3, il and 5, when placed end to end in the order mentioned, coniprise a figg"- ure, partially diagrammatic and partially in perspective, illustr. tingone 'torni of railway traflic controlling4 apparatus einhodyinp niy invention. Fig', ti is a sectional view ota portion ot the clutch mechanism associated with switch lever if. showing the various positions into which cach of the switch levers nxay he nioved with reference characters corrcspondir to these various positions. Figi. 8 is a diam ani sirnilar to Fig'. 'i hat showing the positions into which each ol thc signal leven: niay he moved, with rete? lila'. 7 is a diagram- Serial No. 45,592.

rality ol tracks and switches tor permitting trains to `pass through the vard over diiierent trailic routes. divided into two track sections e andl j hy insulated jointsy 89. A. second stretch of track is divided into two track sections `g and 7L hy insulated joints 89a, and a third stretch of track is divided into two track sections :1/ and e by insulated joints 89h. Trac-t seotion `i is connected with track section e loy a switchr 2, and track section e is connected with track section g hy a switch l. For purposes which will appear hereina'tter a track 4energy such vas an alternator 'iii over line wires G and 5t. t track relay C is connected across the rails adjacent the right hand end ot section Yf/ and a siinilar track relay C2 is connected across the rails fadjacentthe right hand end oi' section e. Switch l` is operated by a niotor il comprising` a iield winding 87 and an armature S8. This motor is in turn controlled hy al circuit controller K which comprises two windings 3 and 4. lllinding 4 is constantly supplied with alternating current troni line wires `t3 and 6, and the Controller is responsive to reversals in the relative polarity oi current supplied to Winding 3 to swing' armatures 8l and 82 to one extreme po.:ition or the other. l/Vhen winding` 3 is supplied `with alternating current of one relative polarity, which I `will terni normal relative polarity, armatures Sl and 82 are swung to the lett, and when windis supplied with alternating current ot the other relative polarity, which l will terni reverse relative polarity, armatures 8l and S2 are swung` to the right. As shown in' the drawing,` controller K is energized in the normal direction and motor J has heen operated to inove switch lto the normal .porition. l will now assume that current of One stretch oi track isMV reverse relative polarity is supplied to winding 3 oi circuit controller K. armatures 81 and 82 are therefore swung to the right and current flows from line wire 6, through wires 111, 168 and 168, armature S1, wire 169, armature 88 ot motor J', wires 170 and 171, armature 82 oi'f controller K, wire 172, a contact 84e operated by motor J, wires 173 and 17 et, iield winding 87 oi? motor J', and wires 175 and 176 backrto line wire 6a. Contact 84. is arranged to be closed when switch 1 is in the normal position and to be opened just before the switch moves into its extreme reverse position. Contact 83 also operated by motor J is arranged to be closed when the switch l is in the reverse position and to be opened just beiore this switch nieves into its extreme normal position. Current supplied to motor J over the circuit just traced operates the motor in such direction that switch 1 is moved to the reverse position, Just before reaching this position contact 81 open-.a and disconnects motor el from the line wires 6 and 6a. I will now assume that winding; 3 o1" controller K is supplied with current of normal relative polarity. Armatures 81 and 82 are then returned to their lett hand positions and cur- Vrent flows iroin line wire 6 through wires 111 and 168, armature 81 of controller K', wires 1T 'i' and 170, armature 88 of motor J', wire 16S), arniature 82 oi controller K, wire 178, contact 83 operated by switch 1, wire 174, `lield winding1 8T of motor J and wires 175 and 1T 6 back to line wire 61. Then this circuit is closed current is supplied to both lield and armature oi motor .ll but it should be noticed that the current now supplied to armature 88 flows through this armature in a direction opposite to the direction of the current supplied to the armature when circuit controller K is energized in the reverse direction. Motor J therefore operates to move switch 1 to the normal position. Just before the switch attains the extreme normal position contact 83 opens and disconnects energy `from motor il".

Associated with the switch 1 is a detector relay Q comprising two windings T and 8. Winding T constantly supplied with alternating current from line wires 6 and 6, and alternatingcurrent is supplied to winding 8 from a transformer T which is in turn supplied with alternating' currentfroin line wires 6 and 6a. The relative polarity of the current supplied to winding- 8 ot detector relay Q by transformer '1" is controlled by two cont-acts 85 and 86 operated l by switch 1, which contacts constitute a pole changer. 1t will be plain from the drawing that when switch 1 is in the normal position current of one relative polarity, which l will term normal relative polarity, is supplied to detector relay Q and armatures 134 and 163 then occupy their left hand or normal positions. When switch 1 is moved to its reverse position contacts and 86 are reversed and windingl 8 oit relay tl is then supplied with alternating current of reverse relative polarity so that armatures lil-l and 163 are then swung to their right hand or reverse positions.

Switch 2 is controlled by a motor .l'l and a circuit controller Y similar to the corresponding parts just described in connection with switch 1, and a second detector relay Q2 is controlled in accordance with the positions of switch 2 in the same way that relay Q is controlled in accordance with the positions oi switch 1.

A tracli. Yay signal S, here shown as a two position semaphore signal, is arranged to control trailic through switch 2, this signal beinpcapable ot' indicating proceed when the route is properly set up for trains to move `lroin section through swilcn into section it and thence through switch 1 into section z, but not when eitl'ier switch 1 or 2 is normal. llel'ore proceeding i'inrthcr it should be pointed out that while l'or purposes of sin'ipliciiy .l have shown a small pnrtion ot' railway yard connirisinpY only two switches and a single signal 'tor controlling,r traiiic over one route through the` e switches. l wish it to be particularly understood that my invention is not limited to the spccilic arrangement here illustrated and described.

Each of the trackway fm'erninn units located in the railway yards, that is, switch 1, switch 2 and signal S, controlled b r an individual lever located in an interior-.kille machine at a central control point roch as an interlocking cabin. For lernnnple.` in thc present emllodiment ol my invention lever ,h (Fig. 2) controls switch l., lever C (Fig. Sl) controls switch and lever lil (Fig. el) controis the signal S.

The switch lever l? comprises a shaft fl-l, supported in suitable jour-nale not shown in the drawing. and ln'oridral at its ifnward end with a handle controlling v a latch Ill which co-operates with a latchinp' rpuulrunt il A projection 28, outstanding; from the handle E25 co-opelntes with certain latch contacts Q9". i0" and Q6 as will appear in dctail hereinafter. A magnet 26 nunlnled on the lever F is provided with an armature 2T which controls the handle '25 so that when the magnet is energized the latch ll is lilted` out oit the rannte ot the dos?` or quadrant 30.

Referring now to Fin'. T the switch lever F is capable ol assuming eia'ht distimitire positions which will be referred to hereinafter by the letters4 hl. A, X. B, D, Y, lil and R. in order from lett to right as shown in the drawings. The latch 31 and the clogs or quadrant 30 are :o arranged that during motion oi the lever in a direction from N to R the latch must be lilted to permit the lever to move from N to n. and the latch 'lll lll)

illll must also he lifted to permit the lever to move from D to EL Siifnilarly when the lev r 1is moved in a direction from R to N the latch must he lifted to permit the lever `to move trom R to E and again trom B to A.

The shaft 21 controls a plurality ot con-` leverpositions `between which the adjacenty contact is closed. F or eicample contact 36 hears the legend NA. This means that contact 36 is closed only when lever F is in the N position, the A position, or a position iiitermed'iate these two.

The lever F controls, among others7 two` contacts 32 and 33 which constitute a pole changer for controllingthe relative polarity oit the current suppliedto winding of circuit controller KL As shown in the drawing lever F is in the N position so points llB of contacts 32 and are closed. Current ot normal relative polarity therefore flows from, line wire 6, through wire 128, contact 33, wire 129, winding 3 of circuit cont-roller K. wire 13()7 contact 32, andwii'e 131 hack y tofline wire 6, Circuit contiolleiI K is therefore energized in the normal direct-ion so that switch 1 is normal. lt points DR of contacts 32 and 33 are closed current iiows from line wire 6 through wire 128, contact- '533. wire 130. winding S oit circuit controller K. wire 129, contact 32, and wire `131 back to line wire G lt will he noticed that undei' this condition current of reverse relative polarity is supplied to winding` 8 so that cli'- cuit` controllerK is energized inthe reverse direction and switch 1 Ais then reversed.

Under certain conditions `motion ot the shaft 24 prevented hy segment locks. For example the segnient 121 which is fixed to shaft 2&1 co-operates with a latch 120 operated h v magnet- TOF so that the lever can loe moved from the normal position only when magnet TOF is energized. ln similar manner a segment 140 and a latch 139 prevent motion ot the lever from D to E unless magnet 71F is energized.

`Switch lever G tor controlling switch 2 is similar to lever F and the construction of this lever will he understood without further explanation.

Contacts sel and on lever Cr constitute a pole changer for conti-filling` the polarity of the current supplied to winding' 8 of circuit controller Y2 in manner similar to that already described in connection with the control oit circuit controller K h v con- `ranged to disengagetlie latch when themag- Inet is energized. From 'this diagram it` Will liessen that thewsignal lever hasfonly` ve positions. `L; B. N, D and R.` It should also he pointed out that while .the two switch levers F and G normally occupy their :eX-

\ treine'let hand positions, the signallever H normally occupies its middle position.` The latch llminust he .operated to move the signal lever H trom any of the live positions illustrate-dto 4any other position. Av locking segment 179 is rigidly fixed `to shaft 24a and co-operates with a latch 180 controlled ioy a magnet 72 so :that when vthe lever His in the normal position the lever can be movedin either-direction without interference from the segment 179 but to return the lever Vto its normal position trom ei ther extreme position latch 180 must be lifted by energization of magnet 72. Shat't 2e@ also controls certain contacts which are designated hy reference characters and are also provided with legends similar to those explained in connection with lever F and corresponding to the lever positions indicated in 8 for indifeating1 when these contacts are closed.

l also provide a master lever designated in general h v the reference character M (Fig. 1) the purpose ot which is to control certain selected ones ot' the machine levers to set up a. predetermined route through the railway yard. The master lever M, illustrated in this drawing. is int-ended to set up a route 'trom section to .section y. This master lever comprises a shaft 9 rotatably supported in journals not shown in the drawing and carrying; a locking disk 10 controlled by` a latching dog 12Ll on an armature 12.y The armature 12 is in turn controlled by -a latching` magnet 11 so that the dog 12a is lifted out of engagement with the latching' disk 10 when the magnet 11 is energized. By means ot' a handle 9a. shalt 9 may he rotated in the direction indicated bv the arrow through occupies its normal position, in which all ol the contacts controlled thereby are open. When the lever isinoved through an angle of 90 in the direction indicated by t-he arrow further motion in this direction is prevented by the engagement of dog 12?'with slot 10*L in the locking disk 1.0. lNhen the lever is in this position however contacts 13, 1-l. 15. 16. 17 and 18 are closed and the remaining contacts arey open. It magnet 11 is iiow-eiieigized arniature 12 is lifted to permit further motion of handle 9a. lWhen this handle has heen moved 180o from it-s normal position so that it occupies the reverse position 'indicated in broken linesV at 9 on the drawing all ot the contacts on the lever are again open. It' themotion of the handle il is continued until it occupies a position at 2?(10 from its normal position inwhich it is illustrated in thedrawing the latching` As shown in the drawing fthe levier `i ico dog 12:L will engage slot 10b in disk 10 to prevent any further motion until the 1nagnet 11 is energized. In this posit-ion contacts 13, 1t). 20, 21, 22 and 23 are closed and the remainingr eontacts'on the levelI are open. By means of ay ratchet wheel 181 rigidly attached to a shaft 9 and a pawl 182 co-operatingl with this wheel. motion oit the shaft in a direction opposite to that indicated by the arrow is prevented.

The lever M controls a motor 56 which is arranged to he coupled at times with certain of the machine levers ol" the interlocking machine to cause operation of these levers. The circuit for motor 56 may he traced from line wire (l througrh wires 91 and 92, Contact 13 on lever M, wire 93, motor 5G, and wire 9st to line wire (it. It is therefore plain that motor 5G is operated only when contact 13 on lever M is closed, that when handle 9a of lever M has heen moved either 900 or 270 from the position in which it is illustrated in the drawing.

Two rotatable spindles G0 and (i1 are supported in parallel relation hy means not shown in the drawing'. These spindles extend the entire length of the interlocking.' machine and are arranged, as will now he explained, to operate the several machine levers. Spindle GO is provided with a lrear 5S, and spindle 61 is provided with a similar gear 5S), The two gears 58 and 5S) mesh with a driving pinion 57 which operatively connected with motor 56, so that when motor 5G is operated, spindles G0 and (Sl are rotated in the directions indicated hy the arrows. Spindles 60 and 61 are provided with worm threads of right hand 'pitch und left hand pitch respectively. Referring particularly to switch lever F, the shaft 2l ot this lever carries two worm wheels 62F and 631 freely mounted on the shaft 211,h and meshing with 'the worms 222F and 223F of spindles 60 and G1 resl'ieetively (see Fig. G). It therefore follows that when motor 56 is operated, worm wheels G21 and GBI" are rotated in opposite directions. Mounted upon shaft 24 intermediate the two worm wheels 62F and SBF is a clutch device comprising` a sleeve Geil" slidahly mounted on the shaft, and a yoke 65" pivotally mounted at 22dF and arranged to shift the sleeve into frictional engagement with one or the other of the worm wheels. This sleeve 6.13 is pro vided with a. square hole to accommodate the square shaft 24. The yolie (35F is shifted in one direction or the other hy a drive rod (SGF controlled by two magnets 671 and GSF. then GTF and GSF are hoth de-energized the drive rod G61 and the yoke hr, due to the force of gravity active ou the yoke 65E', assume a position in which the sleeve 64S" out of engagement with both the worm wheels G21 and 63T". lVhen magrnet GTI" is energized, the drive rod G61 is drawn toward the left as viewed in the drawing and the clutch sleeve 64? is urged against the inner face of worm wheel 621". Under this condition the worin wheel G2?, driven lhy spindle G0, rotates the clutch sleeve dell, earryinel with it shaft let, and causes the shaft to move in a direction from N to R. It, however, magnet GBI isenergized, the drive rod Gti moved to the right to urge `the clutch sleeve Grip against the worm `wheel llll", therehy driving shaft 24; in a direction 'trom R to N. Should rotation of shaft he prevented when the clutch sleeve engages one ot' the worm wheels, such worm wheel merely slips with respect to the Isleeve and so the operation of motor 5G is not interfered with.

The clutch mechanism forthe remaining,r machine. lever will he readily understood without further exi'ilanation.

ils shown in the drawing, the master lever M is in its normal positioii in which all of the contacts controlled therehy are open and magnet l1 is (le-energized, Motor 5G is therefore deenerojized and at rest. All of the clutch magnets for connecting the spindles G0 and G1 with the machine levers are ile-energized, and all of the machine levers F, G and H are latched in their normal positions. Controllers K. and K2 both occupy their normal positions, and detector relays C] and Q2 are energized in the nor mal direction. Signal S indicates stop and switches 1 and 2 hoth occupy their normal positions. The portions of traclr shown in the drawing are all unoccupied and relays C and C2 are hoth energized.

l will now assume that handle S)El of master lever M is rotated in the direction of the arrow through 900. Upon completion of this movement the dog' 12l of armature 12 drops into slot lll in disk l0 and prevente further motion of the shaft il. lith lever M in this posit-ion current is supplied over the ci reuit previously traced to motor 5o, and spindles GO and 61 are therefore set into operation. At the same time circuits are closed for encrrjiziiur` the latch magnets 26 for all switch levers which illust he operated to set up the required route. In the present case magnets 2li for hoth levers F and Gr are energized. Referring,I particularly to lever l? the closing;` of contact 14 of lever lll completes a circuit over which current flows from line wire (l, through wires 91 and O5, contact llol' lever ll, wires 9G, 96 and Sli, contact lo on lever l?, wire 98, haelt contact 9.9--100 operated hy magnet Till", impedance 101, wire 102, latch magnet 26 of lever F, and wire 103 hack to wire G". The latch magnet 2G therefore becomes energized, and the projection 28, operated thereby, closes contact 29-2. l Current then flows from wire (5, through wires 111 and 112, (Fig. 5) front contact 113 of track Lenses relay C, .vire 114, contact. 29h-29b operated the clutch operating magnet 6TF and the latch magnet 26 in series, which circuitis 'from line wire 6, through Wires 91 and 95, contact 14h of .master lever M, wires 96, 96 and 9T, contact 36 on lever F, Wire 98, con tact99-122` operated by magnet TOF, Wire 123, clutch n'iagnct GTF, Wires 124; `and 102, latch magnet 26, and Wire 103 to line Wire 6, rit will be noticed `that this circuit contains magnets 26 and T0F in yseries `but does not include impedance 101. The purpose of rthis impedance in the circuit iirst traced for the `latch magnet 26 is to limit the current flowing through this magnet during the short iiiterval that this magnet is connected directly with kthe energy source 14. The energization ot magnet GTF couples the shaft wilr the Worin Wheel 62F and the shaft 211 is therefore rotated `from the N position to the A position.` At the A position, however, contac 36 included :inthe c1r cuits just traced 'tor magnets 26 and 6TF is Vopened but Contact 3T on lever F isinow closed, and a -branchis therefore closed "from Wire 96, through Wire 125, contact 3T and wires 126 and 12T to Wire 123. This hranchomits Contact 99-122 operated" by magnet TOF.. and also omits contact 36 on lever F. 'The tained through the brauch just described the lev'ei' has been moved to the D At the tion ot lever F, Afurther motion ot tt is prevented by engagementA oi' ng segment 1f0'vvith latch 139. InA this The closing otl vrecompletes a circuit for circuit is therefore main-r ion. however. contacts'32 and 33 arees` 134 and 163 yto thein magnet T1F which maybe traced from `line Wire 6,'through Wires 132 and 133, reverse Contact 13e of relay Q/,pwn'e 135, points ND of contact 3510i lever F, Wires13ti4 and 13T,`

windingA of magnet T51 and wires -138a1nd1 119 Lto =line wire 6a. magnet TlF raises latch to disengage the locking segment 140. rrt they same time the` energization ot magnet T1F closes contact 143-1414 and current is now supplied from line Wire 6, through Wires 91 and 95, cons tact 14s on lever M, Wires 96, 96a, 9T and 141 contact 38 onlever F, wire 142, contact 143-1414 operated by inagnet T11", Wires 145,127 and 123, magnet GTF, Wires 68 and 102, magnet 26: and Wire 1031to` line Wire 6a.

Thiscircuit inc-laides contact 38 on lever F Whielrcontact Was closed when the lever passed ythe B- position` and `remains closed until just before-.the leverlmoves into its R position, in which latter position Contact 38 isy open. Since both the latch 31 andthe latch 1139are non disengaged and the. clutch magnet 67E is energized, sha-lit 211l `is rotated i tains the Y position,` andthisr contact closes a second circuit for magnet T11". The Y pos sition and thel position at `Which the contact 35 reverses are so `close together that after the breaking ot the circuit including` contact 35'ithe second circuit includingcontact 3.4 is

closed for magnet T11 before thisV magnet has-time to drop tlielatch 139., This Vsecond circuit `passes `from liney Wire 6, through Wires 111v and 112, yrronticontact 113 of relay C, Wire 11411, `latchcontact 299-29a operated by projection` 28 enlever F, `Wire 115, con-k tact' 34 of lever F, Wires 146 and 13T, Wind ingfot'magnet T1FV and ivires-138` and 119 toy line` Wire 6a. lifl-agnet T 1F conti-nues to. be energized `hy thisa-seeond circuit until the lever `24e hasbeenxmoved to its full reverse or R position. The circuit for the clutchimagnet (STF and the latch `magnet 26v is then broken at :contact 38-so that the 'latch 31 drops and latches thelever 24- in` theR position. -Themreleasef of `latch 3.1 opens e011-,

tact 29e-#2911,.andfthis 'contact opensthe second circuit formagnet T11?. i

Simultaneously witlnthe` operation of lever Fy `just. describedflever G hasbeen actuatecl in asimilar manner. `That isi'tosay, Athe closingof Contact `15 of leverM completes the circuit for latchmagnet 26 otlever G over contact 48 of lever G. ofthe 1atch-'31-,closes contact=29b-29a, and thereby completes the circuit for magnet rilhe `eiiergization of,`

The: operation 7 0G, lever Gr is therefore unlocked. The energization ot' magnet FOG lifts contact 107, and completes the circuit for clutch magnet 69G. The lever is therefore moved to the A position, Where contact 48 opens, hut contact 49 is closed from A to D, and the lever is therefore moved to the D position, further motion heinzgprevented by the segment lock controlled by magnet 71S. As lever G moves into the D position contacts 44 and 45 operate to reverse the polaritv7 o1 the current supplied to Winding 3 oi circuit controller K2. Motor J2 is there'l'ore operated to reverse switch When this switch reaches its `extreme reverse position relay Q, is energized in the reverse direction, due to operation ot contacts 85 and 66 controlled hy switch J2. rlhe closing ot reverse contact 226 ol relay @j completes a circuit for mag net 71"x over contact 47 ot lever G'. The leverls therefore unlocked. llhe energizetion of magnet 71G also completes a circuit for latch magnet 26 and clutch magnet 67C' in series with contact 51 of level' G. Lever G is therefore moved toward the R position. Then contact- 47 operates, the circuit previously established for magnet 71G is broken, hut a, new circuit is noiv closed for this magnet over contact 46. The lever theretore completes its stroke to the R position, where the openingl ot contact 50 de-energizes the clutch magnet 67"1 and latch magnet 26. rlhe latch 31 therefore drops, and latches lever (il in the R` position.

Since both levers F and (i now occupy their R positions, contact 39 on lever F and contact 51 on lever G are closed. Current then flows from line Wire 6, through Wires 91 and 95, contact 14 on master lever M, Wires 96, 96 and 97, contact 3S) on lever F, Wire 147, contact 16 on master lever M, Wire 148, contact 51 on lever F, ivire 149, contact 17 on lever M, Wire 150, contact 75 of signal lever H, Magnet- 69, Wires 152 and 153, latch magnet 26101: lever H, and Wire 154 to line Wire 6a. The latch 30L on lever H is therefore released and the clutch sleeve 64H is shifted against Worm wheel 62H, causing shaft 24 to rotate from the N position toward the It position. As soon as lever H reaches the R position a circuit is completed for signal S which may he traced from Wire 6, through Wire 161, contact 7 3 of lever H, Wire 162, contact 163 ot' relay Q', Wire 164, Contact 165 of relay Q2, ivire 166, operating mechanism of signal S and Wire 167 to line Wire 6. Then this circuit is closed signal S is operated to indicate proceed. lVhen the lever H reaches its R position contact 75` opens, allowing the magnet 26 to become cle-energized and cansing'latch 31"L toengage the locking quadrant 30a to hold the lever in the position to which it has been moved. Clutch magnet 69,H is dei-energized so that the shaft Q4 is disconnected 'from the spindle 60.

lll ith lever H in the ll position contact 76 is closed and a circuit may he traced from Wire 6, through wires 91 and 95, contact 14 onlevcr lvl, Wires 96, 961 and 97, Contact 39 on lever F, Wire 147, contact 16 on lever M. wire 146, contact o1 on lever G, Wire l-l-i), contact 'i7 on lever 'fl, wires 166 and 155, contact T6 on lever H, wire 157, contact 16 on lever M, wires 158 and 159, magnet 11 ot lever ldv and 'ivires 166 and U4 to line Wire 6. lllagnet 11 is thercihire energized, li'lftin;l armature l2 and disengaging contact 13 trom the lockingl dish l0. Handle 9 can then hc moved to the. position indicated at 9, in which position all ol' the contacts on lever lil, are opened and motor o6 is de-ener gifting. lt Will he. plain that after the operation thus descrihed the route is set up for tra'llic from section y" to section j1/, that is, switches 1 and Q are hoth reversed and signal ti indicates inocced. 'llo accomplish this result it will he, seen that it was only necessary to maniplate lever M and that operitions o" the, remaining parts were entirely anttmiatic. lit should also he pointed out that the automatic operation olt Ihc niachine levers must he perliorl'ned in a certain prede terlnincd sequence and that cach operation must he completed lie-tore the next operation can he accomplished.

To restore the apparatus to its initial con dition handle fl ot' lever lvl is niovcd through an additional 66D, that to such position that the dog4 l2 'falls into notch 16" in the disk 16. ln this` latchinglj position contact 13 is again closed and motor 66 operated to rotate spindles 66 and 61 as explained hereinhetore. .frt the saine time the closing ot contact E23 on lever M completes a circuit from line Wire 6, through Wires 91, 95 and 163, contact on lever M. wires 164 and 185, contact 76 on lever ll, Wires 166 and 187, magnet 66H. wires 166 and 153. imiignet Q6 o'li lever H. and wire 154. to line ivire 6*. lWhen this circuit is closed the latch 30 of' lever l-l is released by magnet Q6 and at the same time the shaft 24u ot this lover is coupled with spindle 61 so that the lever is moved from the R position toward the D position. At the D position ol' the lever latch 180 engages segment 179 to ['n'cvcnt 'further motion ot the lever. :Uthougrh the motion just descrihed Al'or lever M initiates the operation ot the signal lever ll'. the, switch levers are not yet operated hecanse the cir cuits for returning` these levers to their normal positions are open at contact El() ot signal fil, which .contact is closed only when the signal indicates stop. Then lever ll moves avajv from the ll. position the opcn ing ot contact 73 thereon breaks the operating circuit previously` traced tor signal S,

i Wire 191 niae'net 72. and ivire192 to line Wire 6a.v The magnet .72 therefore becomes energized to release locking segment. 179 and permit lever H. to be restored to its N position. As soon as the lever moves outl of the D position the circuit jiist traced for clutch magnet 68H and latch magnet 26a is opened at contact 78, but when the lever is in the D position a branch is closed` around contact 78 from Wire 184, through ivires 193 andy191l, Contact 79 on lever` H, Wire 195, contact 196--197 operated by magnet 72, ivire 187,. Winding oit magnet 68H, Wires 188` and 153, Winding ot magnet 26 and Wire 151i to line Wire 6a. This circuit is etl'ective to continue the motion ot shaft 24a toward the N position, but soon after the shaft moves out ot the D position this circuit is opened. After such motion is started however the latch 180 is lifted by i magnet 72 past theedge of the locking segment 179 so that subsequent de-energization of magnet 72 by theopening of contact 74 does not prevent `further operation ot" the shaft. ns soon as the lever H has moved out ofthe D position. in returning .to the N position a second branch is provided for the latch magnet and clutch magnet circuit which` may be traced from Wire 184e, through WireA 193. contact 8001i lever H, Wires 198 and 187., magnet 68H, Wires 188 and 153, magnet 26?, and wire 1.51 to line wire 6, Byuvirtue ot the circuit through this branch the lever H is restored to its full normal position and when this `position is attained coni tact 80 opens to fle-energize the latch niagnet 26a and. to disengage the clutch sleeve 64H from. Worm. Wheel 63H.

Vhen` lever H reaches the N position the closing of contact 77 permits current to flow simultaneously to the operating' circuits for all of the svvitch levers which are to he rej stored to their noi-'mal positions. F crv eX- a-niple, the,operating'` circuit Jfor switch lever F passes from Aline wvfre 6, through Wires.

91, and 183, contact 23 on lever M. wires 181 and 193, contact 77 on lever H, Wires 199 and 200, contact on lever M. ivire 201, contact 40 on lever'F, wire 202, contact 203--2012 operated by magnet 71E, impedance 205, Wire 102, majrnet 26 ot lever F, and vvii'e 103 to line Wire 6a. The latch .magnet 26 there fore energized to disengag'e the latch Y31 from the quaerant 30 and to close Contact 2929C, ,it beine' remembered that the lever F is noirV in the 1t position. A circuit is tliereitoi'e established i'rom line Wire 6, through wires 111 and 112, front contact 113. ot traclr relay C', wire 1141-. contact 29C- 29n of"l evcr F, wire 115. contact Stof lever F, Wires 146 and 137, Winding oit iiiaggiiet therefore open.

711", and Wires 138 and 119 to `line Wire 6.

Magnet 71F therefore beconiesenergized, lift-V ing the latch `139 to releasethe locking segment 140 to permit the shaft 24 to. return toward its N position. The lifting' of latch 139 opens the contact 203-204c and the circuitjust traced for l-atching magnet 26 is closed, however, and current therefore flows from Wire `201tlirongh contact 10, Wire 202,;`

cont-act 203-205, Wires 206 and 218, magnet 68B, wire 102, latch magnet 26 and Wire 103 back to Wire 6a.-

The Latch 31 is therefore yContact 203-205 is, now

lifted and the `shaft 24:@ is coupled with spindle 61 so that the shaft 2,4 is movedvto the E position. At the E position contact 10 opens but contact 4:1 is noiv closed and current therefore tloivs .from through Wires 209 and 210, contact 41,. and

wire 217 to ivire 218. The clutchinagnet 68 and the latch magnet 26 are therefore both energized, and the lever F is moveditoithe B.

position further motion beine''prevented` by latch 120 and segment 121. During' the nio-` tion just described contacts 32 and 33 operate to reverse the relative polarity of the current supplied to circuit controller K. Arnia--` tures 81 and 82 of this circuit controller are therefore swung; to the left,v operating motor J to restore switch 1 to its norinalposition.

When switch 1 reaches thenori'nalv position normal contact 134 ot relay w', Wire 2.07, co1itact 35 of lever F, Wires 208 and 117 Windingl o'f' magnet 701", and Wires 118v and 119 .to line wire 6. Magnet 7O1"tlierefore'becomes enen gized to closeeontact 220-221, and a, branch is then closed for; the circuit Vfor magnets 68In and 20from Wire 201', through rWires'i209:and

211, contact l12ot` lever F, wire 219, contact 220-221 operated by mae-net 7 01 and Wire 218 to magnet 681?. The' circuit being closed through .this .branch `for magnets `68E and 26, lever 24 moves toward the A position.

Contact 35 reverses immediately attent-he .lever movesavvay from the B position. @ontact 34 is closed so soon after thefopcning of switchV 35 that magnet 7 OFdoes. not have time to release, and the .circuit orwniagnet 7 0F then passes -troniline ivirew6, through wires 111 and 112, front contact 113 of .relay C', Wire 114, contact 29e-2911i ofleverF, `Wire 115, contact 34 of lever F, Wires116 and-.11.7. Winding; of magnet 701", and Wires 118 and 119 to line `Wire 6.` therefore held closed and the latch magnet aiidithe clutch magnet 68F continue tok be.

energized to `complete the stroke of lever F. Then the iever is moved toits full `N posi@ tion contact 42 opens. As al result, the cir- Wire y201,

cuit for magnets 681 and 26 is opened, thereby disconnecting the clutch and ele-energia ing the latch. Lever F is then latehed in the N position. y

During the operation et lever F 'from the R to the N position lever (l has also been operated in a similar manner, and when both ot these levers have returned to their N positions a circuit is completed tor the latch ma net of lever M. This circuit passes lroin wire 6, through wires 91, 95 and lili-l, contact Ell-3 of lever M, wires 18a and 193, Contact 77 of lever H, wire 199, contact E21 of lever M, wire 212, contact 55 of lever CT, wire Q13, contact 20 of lever M, wire 21a, contact lil of lever l?, wire 215, contact 19 ot lever M, wires 216 and 159, winding oi; lateliing magnet 11 ior lever M, and wires 1GO-and 9stto line Wire Ga. lVhen this circuit is closed ',f the latch magnet 11 becomes energized to litt dog 12a out oli the slot l0h in locking` dial; l0. The lever ht is therefore released so that the stroke may he completed, restoring the handle 9"L to the position in which it is illustrated in solid lines in the drawing. ln this position motor 5G is deeenergized and all ot the contacts operated by the lever lli are open.

All oi the parts of the apparatus are thus restored to the positions in which they are il lustrated in the drawing.

Each ot the switch leversl F and G and the signal lever H may be manually operated to control the associated traiiie governing unit independently of the maf-ter lever M.

One advantage ot my invention is that a large number olf signaling units may be automatically operated in the proper sequence simply by operating the proper master lever corresponding to suoli units. lith apparatus embodying my invention a master lever similar to the master lever M may be provided for each separate route which it may be desirable to set up through the railway yard. A complete route may then be set up, an operation which may require the actuation of a large number ot machine levers, simply by the manipulation oit the proper master lever. Each such master lever will control the motor 5G and will also control the clutch device 66 associated with those ot the machine levers which control the traiiie governing units necessary to` set up the route controlled by such master lever. lt is manitest, therefore, that my invention provides apparatus by means of which a `given number of manipulations may be performed by fewer operators and in a shorter amount ot time than ispossible when it is necessary to operate each machine lever separately.

Another advantage ot my invention is that when the route is being set up eachV unit which is successively operated can be operated'only when the previous levers in the sequence have properly perioimed then' funetions. My invention therefore provides a measure oi safety which is not readily obtainable with interlocking machines ot' the usual and well known torni.`

Although l have herein shown and described only one term et railway trallic controlling apparatus en'ibodying my invention, it is understood that various changes and modilications may be made therein within the scope oi' the appended claims without de parting from the spirit and scope ot my invention.

Having thus described my invention, what I claim is:

l. Railway trallic controlling apparatus comprising a plurality ot tralic governing units, a plu ality ol' machine levers one for controlling each said unit, and means i'or ope 'ating cert-ain oi said levers automatically iny a predetermined sequence.

In combination with railway tracks over which trallic may pass over a plurality ol'l routes, a plurality ot traiiie governing units tor said tracks, a plurality ol machine levers one for controlling each said unit, and means for automatically operating certain ot said levers associated with a predetermined route.

In con'ibination, a railway track provided with a switch, aY signal for governing trallie through said switch, a manually operable machine lever for said switch, a manually operable machine lever for said signal, a. master controlling device, and means eltective when said device is operated to automatically actu-ate said switch controlling le ver and said signal controlling lever.

4. ln combination, a. railway track pio vided with a switch, a signal :tor goveriiing tra'llic through said switch, a manually operable machine lever for said switch, a manually operable machine lever tor said signal, a master level', and means el'tective when said master lever is operated to successively actie ate said switch controlling lever and said signal controlling lever automatically.

In combination, a railway track pro vided with a switch, a signal for governing trailio through said switch, a manually operable machine lever for said switch, a manu ally operable machine lever tor said signal, a master lever, and means eilective when said master lever is operated to automatically actuate said switch controlling lever and mean e also controlled by said master lever but etiective only when said switch has been actually operated to actuate said signal controlling lever.

6. ln eoiuliiimtion, a railway yard through which trallic may move over a plurality ot routes, a plurality oit switches ior said yard, a plurality ot signals for governing traiiic through said yard, an interlocking machine comprising a` separate manually operable lever tor controlling eaehswitch and IUU IDI

llU

Lemans each signal, and a master lever corresponding to 'afpredetermined route for automatically controlling the levers associated with said route. f

7. In combinatiom a railway yard throiugh which traliic may move over a plurality ot routes, a `plurality of switches tor said yard, a plurality of signals Jfor governing tratlic through said yard, interlocking machine comprising a separate manually operable lever tor controlling' each switch and each nal, a master lever corresponding to a predetermined one ot said routes, `and means controlled by said lever ttor automatically actuating all of said levers associated with said route in a predetermiiu'd seipience.

8. In combination, a railway yard comprising,r a plurality of trailic governing units, an interlocking machine comprising la separate manually operable machine lever for controlling each said unit, and a master lever for automatically operating;` certain ot said machine levers in a predetermined sequence. l

9. In combination, a railway yard comprising a plurality ot traliic governing units, an interlocking' machine comprising a separate manually operable .machine lever for controlling each said unit, a master lever, a driving motor, and means controlled by said master lever tor operatively comieetinrzgl certain of said machine levers with said motor.

10. In combination, a railway yard comprising a plurality et trathc governing units, an interlocking machine comprising,- a manually operable machine lever for controlling1 each said unit, a master lever, a driving motor, means controlled by said master lever for operatively connecting; certain of said machine levers with said motor, and means controlled by each sach machine lever for subsequently disconnecting1 such machine lever from said motor.

1l. In combination, a railway yard comprising a plurality ot trahc ,governing units, an interlocking machine comprising` a manually operable machine lever for controlling each said unit, a. master lever. a driving mo tor controlled by said master lever, and means controlled by said master lever 'tor .operatively connecting; certain otl said machine levers with said motor.

12. In combination, a railway yard comprising a plurality ot tratlic governing' units, an interlocking machine comprisingI a separate manually operable machine lever for controlling each said unit, a master lever, a driving motor, and means controlled by said master lever `for operatively connecting` certain of said machine levers with said motor in a predetermined sequence.

13. In combination, a railway yard comprising a plurality o;t` trahie governing units, an interlocking machine comprising a separate manually operable machine lever for controlling' each said unit, a latch tor each machine lever, a ,master lever, landmeans controlledby said master lever for automatically operating' the latcheso't certain of said machine levers in a predetermined sequence.

`ifi- In combination, a railwayv yard comprising a plurality oit' traliie governing units, an interlocking' machine comprising a plurality of manually operable machine levers one for controlling each said unit, a master lever, means controlled by said master lever for initiating` the operation of certain predetermined ones of said machine levers, and means controlled by said master lever and responsive to tratiic conditions in said yard it'or completingsuch operation et said machine levers.

15. In combination, a railway yard comprising a plurality of tratiic governing units, an interlocking machine Acomprising a plurality ol' manually operable machine levers one for controlling each said unit, a master lever, means controlled by said master lever tor initiating the operation ot certain predetermined ones ot said machine levers, means controlled by said master lever and responsive to tratlie conditions in said yard for completing such operation of said machine levers, and means also controlled by said master lever for restoring said machine levers to their initial condition.

16. In combination, a railway yard comprising a plurality of traftic governing unitsl` an interlocking machine comprising` a plurality of manually operable machine levers one lor controlling' each said unit, a master lever, means controlled by said master lever tor initiating the operation o' certain predetermined ones et said machine levers, means controlled by said master lever and responsive to traine conditions in said yard for completing` such operation et said machine levers, and means effective only when certain et such machine levers have actually completed their operation tor operating certain others of such machine levers.

17. In combination, a railwayyard having a plurality of switches, a plurality of signals t'or governing traiic through said switches, an interlocking' machine having a machine lever ttor each said switch and tor each said signal, a master lever corresponding to a predetermined route through said yard, means effective upon a partial operation of said master lever to operate a prede-` termined sequence ot said machine levers and means effective upon a complete operation of said master lever to restore said ma- -ehine levers to their initial positions.

18. In combination, a railway yard having a plurality oi switches, a plurality et signals for governing,l traine through said switches, an interlocking machine having a machine lever for each said switch and for each said signal, a master levercorrespondsignal machine levers, and means controlled by said master lever for successively restor ing seid signal machine levers an( .said switch machine levers to their initial condi tions.

In testimony whereof I nix my signature.

BERTRAM R. PADMORE. 

